Hi, I'm John Davis and this is MotorWeek !

We're jumping off the line in the sporty BMW X3 M50... Then, we'll park it for some "Your Drive" car selling tips... Greg Carloss goes full prepper at our home Mason Dixon Dragway... Then, we'll head south to Roebling Road Raceway for the Toyota GR Corolla DAT...

So, come drive with us, next!

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whether it's... JOHN: The compact X3 arrived for 2004 as the second SUV to make its way into the BMW lineup, following the middleweight X5.

When the 2nd gen X3 arrived for 2011, production moved here to the U.S. and it's only gotten better since.

So, let's find out how a new 4th gen X3 looks to continue to thrive through these highly uncertain times in the car biz.

♪ ♪ Like, every performance-minded luxury brand, BMW has certainly embraced utility vehicles.

Their compact X3 has been incredibly successful over its initial 20-year run.

This all-new 2025 BMW X3 is now hitting the streets, with the obvious aim of extending that winning streak further.

The new exterior certainly takes a shift towards the smoother side, but like many modern designs, BMW seems to have spent most of their efforts up front, giving the X3's more rounded face a lot of personality, and on wheels with new designs ranging from 19s to 21s.

Seemingly less flair out back, where things just kind of end simply with subtle bumper cuts that continue the lines of the liftgate down to a black lower apron with nicely integrated exhaust tips.

It's slightly larger overall with increases in length and width of about an inch, though still riding on the same 112.8 inch wheelbase.

You gain interior access with aero-enhanced door handles that we found somewhat awkward to use.

The 5-passenger cabin itself looks more like some kind of a high-tech control center than an SUV interior with Interaction Bar touch controls, haptic sliders for the vents and ambient lighting everywhere.

There's just a lot going on, and most of it seems unnecessarily complicated.

Having said all of that, BMW's curved display with integrated gauge display and infotainment, for what is now called BMW Operating System 9, looks great and works very well.

That extra body length benefits cargo capacity the most, growing from 28.7 cubic-feet to 31.5; with the max climbing from 62.7 to 67.1 cubic-feet.

A 2.0 liter 255 horsepower turbo-4 is the standard engine, and believe it or not you can still get a 6-cylinder as the upgrade, not just a higher-output four-banger.

The M50's turbocharged 3.0 liter inline-6 outputs 393 horsepower and 428 pound-feet of torque.

No matter which you choose, you'll get an 8-speed automatic transmission, xDrive all-wheel-drive, and 48-volt mild-hybrid tech which helps provide immediate throttle response as well as a very smooth stop/start system.

On our Mason Dixon test track, the M50 was all business; lots of power and grip to rip to 60 in 4.3 seconds.

Aggressive shifts delivered a nice precise thud with each gear change without interrupting power flow.

Engine and exhaust both sound great too, with the quarter-mile passing in 12.8 seconds at 110 miles per hour.

BMW has built its brand on handling performance and whether it's sedan, coupe, or SUV they all have a very similar feel, one that encourages spirited driving and rewards with great grip and minimal body roll.

Steering was more intuitive than responsive, as the X3 seemed to have this pattern already in its database and was just initiating cone carving protocol.

Speeds were high and feel was tight.

Braking performance was right on brand as well with solid and consistent stops from 60 averaging just 96 feet, with lots of feedback through the firm pedal.

(car whooshing by) And with all the on-track performance, the ride on the street remains quite good, with no harsh ride penalty that has you avoiding rough patches of pavement.

Government Fuel Economy Ratings for the M50 are 25 city, 30 highway and 27 combined; our driving loop average was a good 27.8 miles per gallon with Premium fuel.

X3 pricing starts at $51,125; you'll have to pony up some bucks for the I6, with the M50 starting at $65,875.

One thing is clear, BMW is not afraid to push boundaries, even if that means running away from their history instead of fully embracing it.

While, purists may object, it's a strategy that keeps the BMW brand growing and great performance-minded luxury SUVs coming.

This 2025 BMW X3 is one of them, giving both repeat and new buyers everything, they are longing for and more.

♪ ♪ Instrumented acceleration tests have been a staple of MotorWeek reviews since our beginnings.

But, for a true test of a vehicle's performance potential, nothing beats a fully-prepped drag strip.

Fortunately, our home venue Mason-Dixon Dragway fits that bill perfectly.

And since our "Over the Edge" guy Greg Carloss has taken more passes there than anyone else, we thought it was about time he put in the prep work.

♪ ♪ GREG CARLOSS: I'm here at Mason-Dixon Dragway so much, it's kind of like my second home, and homes need maintenance.

And with race season starting, it's time for a little spring cleaning.

So, Jake, where do we start?

JAKE LANDES: Well, we can start with you moving out of the way.

GREG: That's a good point!

(tractor door closes) If you've ever been to a drag strip or even just watched our acceleration tests, you'll notice the track looks like it's covered in tar.

Well, it's actually rubber, and it's not just leftovers from years of burnouts.

Instead, it's sprayed onto the surface as a grippy base layer, and here it's maintained by General Manager, Jake Landes.

JAKE: Me and my partner have been doing this, we started about 12 years ago.

We've upgraded, definitely in equipment over the years.

But it was a lot of trial and error, a lot of research to see what other tracks are doing, what bigger tracks are doing, what NHRA may be doing, to try and be competitive with tracks that are in the area and around us.

GREG: Jake hasn't touched the track at all this off-season, so the plan today is to get it ready for the year's first test and tune.

JAKE: We'll start out with scraping, then we will put down a rosin.

After that we'll run the drag.

After that we will take the sprayer, spray traction compound.

Then, we'll run the drag down a few more times, and after that it's kind of rinse and repeat.

During the racing season, we'll do this every day that we're open.

GREG: As the new guy, my job is to man the hand-scraper and avoid being set on fire by this 1-million BTU torch, which softens the rubber so it scrapes up like butter.

Just pull it straight like this?

Oh...yeah, that's a good one.

That's good stuff.

I kind of want to eat it.

While, I goof off, Jake stays focused, making consistent overlapping passes as my man, Bub, follows behind laying down the rosin which acts as a protective barrier.

Lane two is in good shape, but lane one needs a little spot rubber repair.

GREG: So, I think, considering I probably did this, I guess it's only fair that I help out.

Laying over this rubber is a lot like spackling drywall, which I'm also not very good at.

Jake, on the other hand, makes it look easy.

Next, it's time to drag.

GREG: Mind if I take a ride?

BUB: Nope.

Come on in.

GREG: The purpose of dragging the track with used racing slicks is to tighten up the rubber and activate the traction compound that's already out there.

In other words, it wakes up the track surface.

And if the friction doesn't do it, the squealing certainly will.

(tractor squealing sound) How much weight do you put out back there?

GREG: Whoo!

After just a couple passes on one lane the drag tires have to be rotated, and on a typical race day, Bub will wear out a full set.

Once, the track is wide awake, it's time to spray the sticky stuff.

And you, how much, you got, what, like three kegs worth of, I guess that's track compound, is that what it is?

JAKE: Yeah, it is.

Three kegs on this one with, uh, 15 gallons each with traction compound.

We can spray the whole track once with 15 gallons.

GREG: The traction compound is as expensive as it is sticky.

So, one time up and one time back is plenty.

This is how I'm used to it sounding.

(Greg shoes tracking sound) JAKE: This is, uh, one application of the traction compound.

GREG: How long do you guess that you could stand here before it's pulling the shoes off your feet.

JAKE: Sometimes, during events somebody will come up with not tied shoes or loosely tied shoes and it-- they literally step on it and walk right out of it.

GREG: We let the compound rest for a few minutes before giving it another drag.

If the conditions call for it, the spraying and dragging can happen a few more times, but for the weekend's test and tune, this lane is in good shape.

Which means, it's quittin' time...for me at least.

Well, I hope I wasn't too much of a hindrance for you, and I appreciate you having me out here and hopefully I can help you again.

JAKE: Anytime.

GREG: Alright.

Well, I'm gonna try to get out of here, alright?

JAKE: Alright.

JESSICA RAY: This is a 1955 Ford Thunderbird, and it's the last Ford with a 6.0 volt battery.

Did you know that most manufacturers switched from a 6.0 to 12 volt system in the mid-1950s?

So, the 12 volt battery has been the standard for over 70 years.

Cars in the mid-50s started to come with features like, air conditioning and power windows, so they needed a stronger battery.

Plus, 12 volt systems had smaller wires that equaled weight savings.

And seven decades later, we're still using the same battery.

But probably not for much longer in favor of an already available 48 volt system.

With the amount of technology in new cars, it's almost time to upgrade, just like it was 70 years ago.

JOHN: You hear plenty of advice on which car to buy and how.

But what if you're looking to sell the car you already own.

Well for that, we turn to Audra Fordin in this week's "Your Drive."

♪ ♪ AUDRA FORDIN: The time has come and you are ready to part with your weekend runabout, or maybe it's time to upgrade your family ride.

Here are some things you can do to maximize the appeal of a car you're going to sell, and hope you get top dollar when the deal is done.

First impressions matter, so make sure your ride is clean and shiny.

Put some effort into detailing your vehicle, and I mean really get into the cracks and crevices with a fine brush, Q-tips; and clean under the seats, inside the vents, degrease the engine bay, take apart the center console, and get rid of those coffee and crumbs and goo that accumulate in every car.

Address any foul odors.

Take lots of pictures and video from every angle.

Show details like the odometer reading, the engine, the trunk; the condition of the seats, the carpet; and definitely do show the imperfections, paint blemishes, scratches, things like that.

Honesty and transparency will earn the trust of your potential buyers, so don't try to hide anything.

Disclose any maintenance needs or any major work that has been done recently.

List the condition of the tires, provide, even, their date codes on the tires.

If your state requires a safety inspection when registering a vehicle, have that done prior to the sale.

That will save the buyer time and effort, and will reassure them that the car is safe, and also will get that listing set apart from all the rest.

Price the car realistically.

Check around for comparable listings and auction results to get a sense for what similar cars have sold for recently.

Nothing will turn a buyer away faster than an inflated price and you know that phrase: "I know what I got."

Make sure your paperwork is in order.

A clear title, warranties, service contracts, maintenance receipts, upgrades and the like-- will make the sale go much easier.

When it comes time to meet and make the deal, choose a safe place that has other people nearby like-- police stations, firehouses or shopping centers-- can all be good choices.

If possible, bring a friend.

Expect the buyer to want to drive the car first.

Never let someone drive your car without you in it, and pre-select a route that is well-paved, well-lit, and not tempting to drive fast or recklessly.

When it comes time to pay up, cash is king, always.

Otherwise, you should be okay with accepting a certified or cashier's check.

Avoid money orders, cash apps, or anything with a fishy story attached to it.

Don't be afraid to walk away from a deal you're not comfortable with.

If all the stars align, you're well on your way to funding your next project.

If you have any questions or comments, reach out to us, right here at MotorWeek !

JOHN: Lets reset before the next Road Test with an all-new QuickSpin!

♪ ♪ JESSICA: Toyota is all about heritage these days, and new for 2025 is this Sequoia 1794 Edition.

The badge honors the former ranch land that the Sequoia and Tundra's assembly plant now sits on.

And, appropriately, like the Tundra 1794, the Sequoia gives this full-size utility a bit of a western theme.

Real American walnut interior trim and trim-specific leather dress up the cabin, the front two saddles heated, ventilated and massaging.

The second row features two captain's chairs under a panoramic sunroof.

Outside, 1794 badging sets it apart from other Sequoias, as do a set of 20 inch alloys.

An off-road package can be added with similar sized TRD wheels, wrapped in all-terrain rubber and backed by Bilstein shocks.

Part-time 4-wheel-drive is standard on the 1794, spurred by the Sequoia's lone engine: an i-FORCE MAX twin-turbo hybrid V6 good for 437 horsepower and 583 pound-feet of torque.

Paired with a 10-speed auto, it's quite a smooth powertrain; though this fullsizer's body-on-frame bones are stiff, but sturdy.

Those looking to pick up a 2025 Toyota Sequoia 1794 Edition should expect a starting price just over $80,000, roughly $20,000 more than a base SR5.

GREG: Despite our recent test of the updated Rivian R1S, we wanted to bring in this also-new 2025 R1T for one particular reason.

Well actually, three.

Its Tri-Motor powertrain, debuting for this 2nd gen lineup.

Two electric motors in the rear and one in the front combine for 850 horsepower and 1,100 pound-feet of torque, out-performing last gen's Quad-motor setup.

It's more torque than most people realistically need, but it's as impressive, and fun, as ever.

The motors are made in-house now, showing just how far the brand has come.

ALEXANDER KELLUM: Despite the fact that their R1 line has entered a second generation, it is still accurate to refer to Rivian as a startup.

But if you had no knowledge of their origins, and had never driven a Rivian before and you were to drive this, you might not think that's the case.

This R1T is on par with what we've seen from legacy automakers.

GREG: The R1T is still a joy to drive with minimal EV worries.

Range on 22 inch wheels is EPA rated at 371 miles, thanks to its Max battery.

While, using a touchscreen for almost everything isn't ideal, the Rivian's 15 inch display is a good one.

Elsewhere, the interior's wood dash and white accents gives this modern pickup an old school vibe that our staff mostly enjoyed.

The price, perhaps not so much, with the 2025 Rivian R1T Tri starting around $100,000 while a standard Dual R1T will start at $70,000.

And we'll have more QuickSpins...soon!

JOHN: Two years ago, Toyota's Gazoo Racing changed the Corolla forever.

No longer would the Corolla name be associated strictly with affordable, practical transportation, as the GR Corolla was a track-worthy weapon aimed at both fun and affordability.

So, what's changed for '25?

Well, let's shift things over to the track and find out!

♪ ♪ In the words of one of our test drivers, the 2025 Toyota GR Corolla is a car that mathematically shouldn't work.

A 3-cylinder?

Three-hundred horsepower?

A Corolla?

Okay, that last one isn't a number, but you get the point.

The Toyota GR Corolla has been an entertaining enigma since it flashed in the hot hatch pan for 2023.

We loved it since day one and couldn't wait for an excuse to drive it again.

Well, a 2025 update was reason enough.

We brought this Fuji-tuned compact with us to Savannah's Roebling Road Raceway to feel out two big gains: more torque and an all-new automatic transmission.

(car whooshing by) Purists need not fret, the slick 6-speed manual is still the default, but Toyota's Gazoo Racing division took it upon themselves to create the 8-speed Direct Automatic Transmission, D-A-T for short.

It's tuned for sporty showdowns, derived from lessons learned on racetracks and rally stages alike, and said to anticipate shifts based on driver inputs.

What do we think?

Well, it is "DAT" good.

A close gear ratio means, the powerband is always eager for another set.

Despite not being a dual-clutch, shifts are quick and almost always make sense, with few moments of miscommunication; specifically, wishing to hold third gear just a tad longer in Roebling's back section.

(car whooshing by) But in those instances, drivers can click the paddle shifters to stay dialed in.

Speaking of, the GR Corolla D-A-T retains the super cool drive mode dial located behind the shifter, adjusting the GR-FOUR all-wheel-drive system's power bias.

We swapped Normal mode's 60:40 front-rear split for Track mode's 30:70 rear-biased delivery; that is, until a rare coastal Georgia snowstorm dropped fresh powder for us to shred in the 50:50 Gravel mode.

This G16E-GTS 1.6 liter engine may share the same displacement as the 4A-GE found in the Corolla's AE86 ancestor, but with one less cylinder.

This logic-defying inline turbo-3 puts out an astounding 100 horsepower per cylinder and now 295 pound-feet of torque, up from 273.

(engine revs/wheels screech) That's regardless of transmission, as is the estimated 4.9 second 0-60 time, which you can ignite with the D-A-T's launch control.

No chance for us to test it on Roebling's front stretch, but previous launches at Charlotte Motor Speedway were evidence enough.

Back further down south, not once did this punchy powertrain feel lost, unlike some compacts we've tested prior.

Reeling it in are four-piston front and two-piston rear brakes, which we rate as good with solid initial bite.

They're hidden behind 18 inch wheels wearing 235-wide Michelin Pilot Sport 4 tires.

Bountiful grip, aided by front and rear Torsen limited-slip diffs, now standard for 2025.

And body roll?

Enough to feel what's happening without getting sloppy.

(car whooshing by) Taking a pause, you can spot the GR's new, meaner face.

The larger openings are functional, sending air to a new automatic transmission cooler and an available sub-radiator.

In back you'll find hatchback versatility and 17.8 cubic-feet of cargo space behind the 2nd row; and even the battery for better weight distribution.

Available in three grades, 2025 Toyota GR Corolla Core starts at $39,995; and if you want the D-A-T, tack on an extra two grand across the board, with a Premium Plus D-A-T topping the range at $48,650.

It's not lost on us that spending 40- or even 50-grand on a Corolla sounds nuts.

But the 2025 Toyota GR Corolla is nuts.

It's fast, fun, and something you can actually live with every day.

But, would we go auto over manual?

Some purists on staff say, nay-- while others say, yay.

It's a win either way, as there's now more GR goodness for everyone.

Well, that's our show, I hope you enjoyed it.

Now, for more MotorWeek , including daily news updates, podcasts, and even complete episodes, cruise on over to PBS.ORG/MOTORWEEK.

And I hope you'll join us next time for a rundown on a well-known family runabout, the Toyota Sienna, then a no-lag launch into our test of the Porsche Taycan Turbo GT!

Until then, I'm John Davis.

We'll see you right here on MotorWeek !

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MotorWeek is proudly sponsored by Auto Value and Bumper to Bumper, a nationwide network of stores and shops providing major brand auto and truck parts, and service from coast to coast, and in your local community.

Learn more at AutoValue.Com and BumperToBumper.Com.

We're Tire Rack.

We test tires, then share our results.

We stock over one million tires.

We offer multiple installation options.

We do this because we believe tires matter.

whether it's... ♪ ♪ This program was produced by Maryland Public Television, which is solely responsible for its content.

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